Vehicle coupling lines storage and control arrangement

ABSTRACT

A storage arrangement for lines from a tractor truck includes a housing member secured external to a cab of the truck, a receiver connected to the housing and configured to couple to a select one of an electrical line and first and second pneumatic lines, and a control arrangement coupled to the receiver such that upon coupling of one of the lines with the first receiver the control arrangement activates a status indicator that provides the operator with an indication of a coupling status of the select one of the electrical line, the first pneumatic line and the second pneumatic line with the storage arrangement.

BACKGROUND OF THE INVENTION

This application is a continuation of U.S. patent application Ser. No.15/173,073, filed Jun. 3, 2016, entitled “VEHICLE COUPLING LINES STORAGEAND CONTROL ARRANGEMENT,” the entire disclosure of which is incorporatedherein by reference.

TECHNICAL FIELD

The invention relates to a storage and control arrangement for storingelectrical and pneumatic lines for connecting a tractor truck to atrailer when the lines are not in use, for communicating a couplingstatus of the lines and an associated fifth wheel hitch assembly, andfor controlling the brakes of the associated truck and trailer as wellas the coupling of the fifth wheel assembly.

BRIEF SUMMARY

In one embodiment of the invention, a storage arrangement for lines froma tractor truck to a trailer includes an electrical line, a firstpneumatic line, and a second pneumatic line, the storage arrangementincluding a housing member configured to be secured to the truckexternal to a cab of the truck, a first receiver connected to thehousing and configured to couple to a select one of the electrical line,the first pneumatic line and the second pneumatic line, and a controlarrangement operably coupled to the first receiver such that uponcoupling of the select one of the first pneumatic line and the secondpneumatic line with the first receiver the control arrangement activatesa status indicator that provides the operator with an indication of acoupling status of the select one of the first pneumatic line and thesecond pneumatic line with the storage arrangement.

The present inventive storage and control arrangement assists inensuring that electrical and pneumatic lines connecting a tractor truckto a trailer are not sheared or accidentally damaged while uncouplingthe trailer from the truck. The storage and control arrangement alsoprovides feedback to an operator regarding the status of the coupling ofthe lines to the overall unit, as well as the status of the relativearrangement of associated kingpin and fifth wheel hitch assemblies,thereby increasing operational safety and decreasing the likelihood ofinjury to the operator and damage to the truck and trailer, as well asmaking coupling and uncoupling of the kingpin from the fifth wheelassembly easier for the operator to accomplish. The system disclosedfurther provides for the automatic uncoupling/coupling of an associatedfifth wheel hitch arrangement upon disconnect of pneumatic lines fromthe trailer. The system disclosed herein further increases theoperational safety by providing feedback to the operator alerting theoperator to potential system damage. The configuration of the storageand control arrangement allows use on new vehicle builds, as well aseasy and inexpensive adaption in retrofitting nearly any truck platform.The storage and control arrangement is efficient in use, capable of along operating life, and is particularly well adapted for the proposeduse.

These and other features, advantages, and objects of the variousembodiments will be further understood and appreciated by those skilledin the art by reference to the following specification, claims, andappended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a side elevational view of a tractor truck and trailercombination, where the trailer is coupled to the truck;

FIG. 1B is a side elevational view of the truck and trailer where thetrailer is uncoupled from the truck;

FIG. 2 is a rear elevational view of a storage and control arrangementattached to a rear panel of the truck;

FIG. 3 is a top perspective view of the storage and control arrangement;

FIG. 4 is a schematic view of the storage and control arrangement;

FIG. 5 is a top perspective view of the storage and control arrangementwith a cover of a housing assembly removed to show internal components;

FIG. 6 is an exploded, front perspective view of the storage and controlarrangement;

FIG. 7 is a schematic view of a fifth wheel hitch plate assembly;

FIG. 8 is a schematic view of an alternative embodiment of the storageand control arrangement;

FIG. 9 is a schematic view of an automatic vehicle component actuationarrangement in a first position;

FIG. 10 is a schematic view of the component actuation arrangement in asecond position;

FIG. 11 is a schematic view of a safety automatic vehicle componentactuation arrangement, wherein a first valve member and a second valvemember are each in a first position;

FIG. 12 is a schematic view of the actuation arrangement of FIG. 11,wherein the first and second valve members are in the respective firstpositions;

FIG. 13 is a schematic view of the actuation arrangement of FIG. 11,wherein the first and second valve members are each in a secondposition;

FIG. 14 is a schematic view of the actuation arrangement of FIG. 11,wherein the first and second valve members are each in the secondposition;

FIG. 15 is a schematic view of the actuation arrangement of FIG. 11,wherein the first and second valve members are each in the firstposition;

FIG. 16 is a schematic view of the actuation arrangement of FIG. 11,wherein the first and second valve members are each in the firstposition;

FIG. 17 is a schematic view of the actuation arrangement of FIG. 11,wherein the first valve member is in the second position and the secondvalve member is in the first position;

FIG. 18 is a schematic view of the actuation arrangement of FIG. 11,wherein the first valve member is in the second position and the secondvalve member is in the first position;

FIG. 19 is a schematic view of the actuation arrangement of FIG. 11,wherein the first valve member is in the first position and the secondvalve member is in the second position; and

FIG. 20 is a schematic view of the actuation arrangement of FIG. 11,wherein the first valve member is in the first position and the secondvalve member is in the second position.

DETAILED DESCRIPTION

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the various embodiments as oriented in FIG. 1A.However, it is to be understood that certain embodiments may assumevarious alternative orientations and step sequences, except whereexpressly specified to the contrary. It is also to be understood thatthe specific devices and processes illustrated in the attached drawings,and described in the following specification are exemplary embodimentsof the inventive concepts defined in the appended claims. Hence,specific dimensions and other physical characteristics relating to theembodiments disclosed herein are not to be considered as limiting,unless the claims expressly state otherwise.

A tractor truck and trailer combination 10 (FIGS. 1A and 1B) includes atractor truck 12 and a trailer 14, wherein the tractor truck 12 includesa storage and controller arrangement 16 (FIGS. 1A, 1B and 2) embodyingthe present invention. In the illustrated example, the tractor truck 12includes a frame assembly 18 supporting a cab assembly 20 and a fifthwheel hitch plate assembly 22. The trailer 14 includes a trailer body 24and a kingpin assembly 26 extending downwardly therefrom and adapted tocouple and lock with a fifth wheel hitch plate 28 of the fifth wheelhitch plate assembly 22 in a conventional manner.

The tractor truck and trailer combination 10 further includes aplurality of control and communication lines coupling the tractor truck12 to the trailer 14. Specifically, the truck and trailer combination 10includes an electrical line 30 extending between an electrical outlet 32associated with the truck 12, and an electrical and pneumatic inletarrangement 34 associated with the trailer 14. A service air line 36carries air controlled by a foot or hand brake of the truck 12 andprovides pneumatic communication between a pneumatic outlet arrangement38 associated with the truck 12 and the electrical and pneumatic inletarrangement 34 of the trailer 14. A supply or emergency air line 40extends and provides pneumatic communication between the pneumaticoutlet arrangement 38 of the truck 12 and the electrical and pneumaticinlet arrangement 34 of the trailer 14. Alternatively, a secondelectrical line 31 may extend between the truck 12 and the trailer 14,where the electrical line 30 provides power to the trailer 14 foroperating items such as trailer lighting, while the second electricalline operates an electronic braking system of the trailer 14.

In the illustrated example, the electrical outlet 32 of the truck 12 isprovided electrical power from an electrical source 42 of the truck 12,such as a battery, alternator, or the like. The pneumatic outletarrangement 38 is provided with air pressure from a pneumatic source 44of the truck 12, such as a compressor, an air tank, and the like, via anair supply line 45.

The storage and controller arrangement 16 (FIGS. 2 and 3) includes ahousing arrangement 46 that includes a housing 48 and a top cover 50removably coupled to the housing 48 to allow access to an interior ofthe housing 48. The housing arrangement 46 is connected to a rear panel51 of the cab assembly 20 via a plurality of bolts or screws, adhesive,and the like. This arrangement allows the unit 16 to be easily connectedand retrofitted to nearly any truck configuration, and further allowsfor easy replacement of the unit 16, should the unit 16 becomeirreparably damaged. The unit 16 further includes a receiver orelectrical coupler or socket 52 disposed on a front face 54 of thehousing 48 and covered by a movable weather or socket cover 56. Thecover 56 is movable between an open position, thereby allowing couplingof an electrical plug 58 of the electrical line 30 with the electricalcoupler 52, and a closed position (as illustrated in FIG. 3), where theelectrical coupler 52 is protected from the elements when the plug 58 isnot coupled with the electrical coupler 52.

The unit 16 further includes a receiver or glad hand coupler or hanger60 attached to a side wall 61 of the housing 48 and adapted toreleasably couple with and support a glad hand 62 of the service airline 36. Another receiver or glad hand coupler or hanger 64 is attachedto another side wall 66 and is configured to releasably couple with andsupport a glad hand 68 of the emergency or supply air line 40.

The unit 16 may also include an actuator switch 70 disposed on the frontface 54 of the housing 48 and covered by a movable weather or switchcover 72. The actuator switch 70 is adapted to control a fifth wheellocking/unlocking actuator as described below. The unit 16 may furtherinclude an indicator 74 configured to provide a visual indication to theoperator as to whether the associated fifth wheel hitch plate assembly22 and the kingpin assembly 26 are in a condition for safely uncouplingthe same, and/or whether the electrical line 30, the service air line 36and/or the supply line 40 are properly coupled to the unit 16, and asystem status screen or display 76 providing the operator with a currentsystem status, each as described further below.

A schematic representation of the storage and controller arrangement 16and the related truck and trailer components are illustrated in FIG. 4.In the illustrated example, a control arrangement 80 includes a logiccircuit 82 operably coupled and receiving an input from the electricalline 30, the service air line 36 and the supply air line 40. The logiccircuit 82 may be provided as an electrical logic circuit 83 (FIG. 5), apneumatic logic circuit, or combinations thereof. As illustrated, thelogic circuit 82 is powered by the electrical input provided by theelectrical line 30. However, power may also be provided by a separateelectrical line 84 extending from the electrical source 42 and operablycoupled with the electrical coupler 52, or directly to the unit 16 andthe logic circuit 82 from the electrical source 42 of the truck 12. Thelatter option would require hard wiring the unit 16 to the electricalsource 42 of the truck 12.

The unit 16 includes an optical sensor arrangement 86 (FIG. 6)positioned within the housing arrangement 46 and the glad hand coupler64, and configured to optically sense the positioning of the glad hand68 within the glad hand coupler 64. A similar optical sensor arrangement(not shown) is located within the housing arrangement 46 and the gladhand coupler 60 so as to sense the positioning of the glad hand 62within the glad hand coupler 60. Alternatively, an additional opticalsensor arrangement (not shown) may be utilized to sense the positioningof the plug 58 of the electrical line 30 within the electrical coupler52. Alternative sensor arrangements may also be utilized in place of theoptical sensor arrangement 86, such as contact switches, toggleswitches, proximity sensors, and the like. In another alternativeembodiment, the service air line 36 and/or the supply air line 40 may bepneumatically coupled and provide pneumatic input to the unit 16 whenthe glad hands 62, 68 are coupled with the glad hand couplers 60, 64,thereby augmenting or replacing the electrical or optical input from theoptical sensor arrangements to the logic circuit 82.

In operation, pneumatic air pressure is provided to the unit 16 via thepneumatic source 44 of the truck 12. In the example illustrated in FIG.4, the pneumatic source 44 is provided in the form of an air reservoirtank, however, other sources may also be utilized, includingcompressors, or secondary air reservoirs 88 associated with the storageand controller arrangement 16 or the trailer 14, thereby allowingoperation of the overall system without pneumatic input from the truck12. The air supply as supplied from the pneumatic source 44 is receivedby a valve arrangement 90, which is controlled by the logic circuit 82.The valve arrangement 90 prevents air pressure from travelling beyondthe valve arrangement 90 until the valve arrangement 90 is opened by thelogic circuit 82.

During disconnect of the trailer 14 from the truck 12, the operator ofthe vehicle must determine that certain components of the truck andtrailer 10 are in a proper configuration so as to safely disconnect thetrailer 14 from the truck 12. For example, the operator must determinethat the electrical line 30, the service line 36 and the supply line 40are properly disconnected from the electrical and pneumatic inletarrangement 34 of the trailer 14, so that these lines are not sheared orbroken as the truck 12 is driven away from the trailer 14. In order toassure that damage to the lines 30, 36, 40 does not occur, the overallsystem is adapted to apply the brakes of the truck, apply the brakes ofthe trailer, and/or prevent unlocking of the kingpin assembly 26 fromthe fifth wheel hitch plate assembly 22. These situations are describedin greater detail in Schutt et al., U.S. Pat. No. 7,548,155, the entiredisclosure of which is incorporated by reference herein. Prior to thecoupling of at least one the electrical line 30, the service air line 36and the supply air line 40 with the unit 16, the valve arrangement 90 isin a closed position. At least one of several configurations of thetruck and trailer combination 10 is required when the valve arrangement90 is in the closed condition, such as the brakes of the truck 12 may benot be disengaged, the brakes of the trailer 14 may not be disengaged,and/or the kingpin assembly 26 may not be unlocked from within the fifthwheel hitch plate assembly 22. Opening of the valve arrangement 90allows an operator to disengage the brakes of the truck 12, disengagethe brakes of the trailer 14, and/or unlock the kingpin assembly 26 fromthe fifth wheel hitch plate assembly 22, as described below. In theillustrated example, the electrical line 30 is engaged within theelectrical coupler 52 of the unit 16, thereby providing power to theunit 16. In this configuration, power is supplied to the unit 16 by theelectrical line 30 only. The logic circuit 82 can be configured to sensethe supply of power from the electrical line 30, thereby automaticallyopening the valve arrangement 90, whereafter the overall system of thetruck and trailer combination 10 may automatically disengage the brakesof the truck 12, disengage the brakes of the trailer 14, and/or unlockthe kingpin assembly 26 from the fifth wheel hitch plate assembly 22.Alternatively, the unit 16 includes an operator controlled secondaryvalve arrangement 92 operably coupled and activated via the actuatorswitch 70. In this example, the logic circuit 82 opens the valvearrangement 90 thereby extending the air supply to the secondary valvearrangement 92, operated by the actuator switch 70. The operator of thevehicle can then determine whether a safe condition exists to uncouplethe trailer 14 from the truck 12 by making a visual inspection of theoverall system. It is noted that the actuator switch 70 may be locatedwithin the unit 16, thereby allowing the operator to decouple thekingpin assembly 26 from the fifth wheel hitch plate assembly 22 withoutre-entering the cab 20. Alternatively, the operator may activate thesystem via a remote switching device via hard wire, Wi-Fi®, BLUETOOTH®,cell phone signal, IR signals, radio signals, touch screen interface,voice activation, and the like. Alternatively, the indicator 74 of theunit 16 may provide the operator with a visual feedback indicatingwhether the system is in a safe condition for uncoupling. Theseconditions may include monitoring the coupling of the electrical line30, the service air line 36 and/or the supply air line 40 with the unit16, and/or the relative positioning of the kingpin assembly 26 withinthe fifth wheel hitch plate assembly 22. While the present exampleincludes a logic circuit 82 being configured to determine whether theelectrical line 30 is coupled with the electrical coupler 52 in order todetermine whether a safe condition for uncoupling the trailer 14 fromthe truck 12 exists, alternative arrangements may also be employed.Specifically, the unit 16 may be configured such that the logic circuit82 determines that a safe condition exists when any one of the threelines including the electrical line 30, the service air line 36 and thesupply air line 40 are properly coupled to the unit 16, any combinationof two of the lines 30, 36, 40 are properly coupled to the unit 16, oronly when all three of the lines 30, 36, 40 are properly coupled to theunit 16. A similar arrangement may be configured for those systems thatinclude a first electrical line 30, a second electrical line 31, a firstair line 36 and a second air line 40. Preferably, the unit 16 and thelogic circuit 82 would be configured such that the indicator 74 wouldnot indicate to the operator that a safe condition for uncoupling thetrailer 14 from the truck 12 exists unless the logic circuit 82determines that each and every one of the lines 30, 36, 40 are properlycoupled to the unit 16, thereby absolutely preventing the possibility ofshearing or breaking the lines 30, 36, 40 when uncoupling the trailer 14from the truck 12.

The unit 16 may also be utilized to assist the driver in coupling thetrailer 14 with the truck 12. Specifically, the logic circuit 82 can beconfigured to receive an input from a fifth wheel sensor arrangement orassembly 94, such as that disclosed in Schutt et al, U.S. Pat. No.7,548,155. The fifth wheel sensor arrangement 94 may be configured toprovide an input to the logic circuit 82 regarding whether a properalignment of the kingpin assembly 26 has been achieved with respect tothe fifth wheel hitch plate assembly 22 during coupling of the trailer14 to the truck 12. The fifth wheel sensor arrangement 94 and the unit16 may be hard wired to one another, or may communicate via Wi-Fi®,BLUETOOTH®, and the like. The control arrangement 80 may be configuredsuch that the valve arrangement 90 remains closed if proper alignment ofthe kingpin assembly 26 with the plate assembly 22 has not beenachieved, thereby preventing an unsafe coupling of the trailer 14 withthe truck 12. Once proper alignment of the kingpin assembly 26 with theplate assembly 22 has been sensed by the fifth wheel sensor arrangement94, a logic circuit 82 may be configured to open the valve arrangement90, thereby passing the air supply to the secondary valve arrangement 92and giving the operator the ability to lock the kingpin assembly 26 withthe fifth wheel hitch plate assembly 22 via the actuator switch 70.

As best illustrated in FIG. 4, the output of the control arrangement 80may be an electrical output 96, a pneumatic output 98 or a combinationthereof depending upon the components to be manipulated and the outputdesired. For example, FIG. 7 illustrates a schematic view of anautomated fifth wheel coupling/decoupling arrangement 100 that isconfigured to unlock the kingpin assembly 26 from the fifth wheel hitchplate assembly 22. The fifth wheel coupling/decoupling arrangement 100may be pneumatic, electric, hydraulic, or combinations thereof. As notedabove, the output of the control arrangement can be configured asrequired to run systems and subassemblies such as the fifth wheelcoupling/decoupling arrangement 100 as shown.

The reference numeral 16 a (FIG. 8) generally designates anotherembodiment of the storage and controller arrangement 16, wherein theunit 16 a is an all-electric arrangement. Since the storage andcontroller arrangement 16 a is similar to the previously described unit16, similar parts appearing FIGS. 2-7 and FIG. 8 respectively arerepresented by the same, corresponding reference numeral, except for thesuffix “a” in the numerals of the latter. In the illustrated example,the unit 16 a receives an electrical input from the electrical line 30a. The associated logic circuit (not shown) receives an input from thefifth wheel sensor arrangement 94 a. The logic circuit may be configuredto determine whether a proper arrangement between the kingpin assembly26 and the fifth wheel hitch plate assembly 22 exists, and/or whetherany or all of the lines 30 a, 36 a, 40 a are properly coupled to theunit 16 a. The control arrangement 80 a may be configured to then allowthe operator to couple or uncouple the kingpin assembly 26 from thefifth wheel hitch plate assembly 22 via the actuator switch 70 aactuating the fifth wheel coupling/decoupling arrangement 100 a.

The storage and controller arrangement 16 may also be configured tosupport and/or operate additional utility or indication lighting. Forexample, the unit 16 may also include an LED utility light arrangement110 (FIG. 2) located so as to illuminate the area of the unit 16associated with coupling of the lines 30, 36, 40 thereto, and/or an areaabout the fifth wheel hitch plate assembly 22 to allow the operator tomore easily inspect the physical alignment and coupling of the kingpinassembly 26 with the fifth wheel hitch plate assembly 22. Further,indication lights may be controlled by the logic circuit 82 and providednear the fifth wheel hitch plate assembly 26 and color coded so as tocommunicate to the driver that a proper coupling between the kingpinassembly 26 and the fifth wheel hitch plate assembly 22 has beenachieved, e.g., “red” for unsatisfactory or unsafe, and “green” forsatisfactory or safe.

The system may further be configured to operate a status indicatorlighting arrangement 200 (FIGS. 1A and 1B) located remotely from theunit 16. The status indicator lighting arrangement 200 is operablycoupled to the unit 16 via hard wire 205 (FIG. 6), Wi-Fi®, BLUETOOTH®,and the like, and the unit 16 is coupled to the sensor assembly orarrangement 94, such that the lighting arrangement 200 provides a visualfeedback to the operator indicating that a proper coupling between thekingpin assembly 26 and the fifth wheel hitch arrangement 22 has beenobtained. In the illustrated example, the status indicator lightingarrangement 200 is positioned so as to be readily viewable by theoperator in a rearview mirror 203, thereby allowing the operator toconcentrate and visually monitor the position of the trailer 14 whilesimultaneously watching the status indicator lighting arrangement 200.This position of the lighting arrangement 200 also provides a convenientviewing location for the operator while manually decoupling the kingpinassembly 26 from the fifth wheel hitch plate assembly 22. For thispurpose, the lighting arrangement 200 may also be positioned at otherlocations that are readily viewable by the operator without requiringthe operation to peer beneath the trailer 14, such as the positonsrepresented by reference numerals 201 and 203.

In another alternative embodiment, the storage and controllerarrangement 16 (FIG. 2) further includes an automatic vehicle componentactuation arrangement 205 (FIG. 9). In the illustrated example, theactuation arrangement 205 includes an activation valve arrangement 202pneumatically coupled to the supply air line 40 via a T-fitting 204 anda valve supply air line 206, to the pneumatic source 44 via a first airline 208 and a second air line 209, and to a vehicle component such asthe fifth wheel coupling/decoupling arrangement 100 via an air line 210.The automatic component actuation arrangement 205 is configured toautomatically actuate a vehicle component such as the fifth wheelcoupling/decoupling arrangement 100 when the glad hand 68 associatedwith the supply air line 40 is uncoupled from the electrical andpneumatic inlet arrangement 34 associated with the trailer 14.

In the illustrated example, the valve arrangement 202 includes a valveassembly 214 that includes a valve housing 216 having a valve bore 218,and a valve member 220 slidably received within the valve bore 218. Thevalve member 220 includes a first end 222 and a second end 224 and isconfigured to define a first chamber 226, a second chamber 228, a thirdchamber 230, and a fourth chamber 232 within the valve bore 218. Aspring member 234 biases the valve member 220 in a direction 236. Asillustrated, the valve housing 216 includes a first port 238 inpneumatic communication with the first chamber 226 and the supply airline 40 via the air line 206, a second port 240 in pneumaticcommunication with the second chamber 228 and the pneumatic source 44via the first air line 208, a third port 242 in pneumatic communicationwith the third chamber 230 and the fifth wheel coupling/decouplingarrangement 100 via the air line 210, and a fourth port 244 in pneumaticcommunication with the fourth chamber 232 and the pneumatic source 44.

In operation, the first chamber 226 is provided an air pressure assupplied to the air line 206 from the supply air line 40, which acts onthe first end 222 of the valve member 220 along with the spring member234 to force the valve member in the direction 236. In this condition,the air pressures within the second air chamber 228 and the third airchamber 230 are each in a state of equilibrium in that the respectiveair pressures do not move the valve member 220 within the valve bore218. Air pressure is also provided to the fourth chamber 232 from thepneumatic source 44 and acts on the second end 224 of the valve member220 but is insufficient to overcome the force exerted on the first end222 of the valve member 220 by the air pressure within the first chamber226 and the spring member 234 while the supply air line 40 is connectedto the inlet arrangement 34 of the trailer 14 and is pressurized. Infurther operation, the fifth wheel coupling/decoupling arrangement maybe automatically actuated by removing the air pressure from the supplyline 40. Removing the air pressure from the supply line 40 may beaccomplished by the operator via a selection switch located within thecab assembly of the truck 12, or by disconnecting the glad hand 68 ofthe supply line 40 from the inlet arrangement 34. Once the air pressurefrom the supply air line 40 is removed from the first chamber 226, theair pressure in the fourth chamber 232 supplied by the pneumatic source44 forces the valve member in a direction 250 (FIG. 10) until the secondport 240 and the third port 242 are both in pneumatic communication withthe third chamber 230, thereby allowing air pressure from the pneumaticsource 44 to travel along an air path 251 to the fifth wheelcoupling/decoupling arrangement 100 to decouple or unlock the hitchplate assembly 22 from the kingpin 26.

In another alternative embodiment, the storage and controllerarrangement 16 includes a safety automatic vehicle component actuationarrangement 300 (FIGS. 11 and 12) replacing the automatic componentactuation arrangement 200. In the illustrated example, the componentactuation arrangement 300 includes an activation valve arrangement 302pneumatically coupled to the supply air line 40 via the T-fitting 204(FIG. 12) and the valve supply air line 206, to the pneumatic source 44via the air line 209 and a solenoid arrangement 308 and to a vehiclecomponent such as the fifth wheel coupling/decoupling arrangement 100via the air line 210. While the fifth wheel coupling/decouplingarrangement 100 is used as an example of the vehicle component, othervehicle arrangements may also be controlled via the actuationarrangement 300, such as automated landing gear arrangements, auxiliarylift axle arrangements, and the like. The safety automatic componentactuation arrangement 300 is configured to automatically actuate avehicle component such as a fifth wheel coupling/decoupling arrangement100 when the glad hand 68 (FIG. 2) associated with the supply air line40 is uncoupled from the electrical and pneumatic inlet arrangement 34,while simultaneously preventing accidental uncoupling of the fifth wheelassembly 22 from the kingpin 26. Alternatively, the fifth wheelcoupling/decoupling arrangement 100 may be actuated by an operator via aselection switch located within the cab assembly of the truck 12.Further, alternatively, the vehicle component may comprise a landinggear arrangement and/or an auxiliary lift axle assembly includingpressure sensors, ride height sensors, and the like, that communicatethe necessity of support via the landing gear arrangement and/orauxiliary lift axle assembly.

In the illustrated example, the activation valve arrangement 302includes a first valve assembly 310 and a second valve assembly 311 thatinclude a valve housing 312 having a first valve bore 314 and a slidablyreceiving a first valve member 316, and a second valve bore 318 slidablyreceiving a second valve member 320. The first valve member 316 includesa first end 322 and a second end 324, and is configured to define afirst chamber 326, a second chamber 328, a third chamber 330, a fourthchamber 332, and a fifth chamber 334 within the first valve bore 314.The first end 322 of the first valve member 316 has a greater surfacearea than the second end 334, such that an equal air pressure within thefirst chamber 326 and the fifth chamber 334 forces the first valvemember toward the fifth chamber 334. The second valve member 320 has afirst end 336 and a second end 338, and is configured to define a firstchamber 340, a second chamber 342, a third chamber 344, a fourth chamber346 and a fifth chamber 348 within the second valve bore 318. The firstend 336 of the second valve member 320 has a greater surface area thanthe second end 338, such that an equal air pressure within the firstchamber 340 and the fifth chamber 348 forces the second valve member 320toward the fifth chamber 348.

As illustrated in FIGS. 11 and 12, the valve housing 312 incudes a firstport 350 in pneumatic communication with the first chamber 326 of thefirst valve bore 314, the first chamber 340 of the second valve bore 318and the supply air line 40 via the T-fitting 44 and the air line 206, asecond port 352 in pneumatic communication with the fifth chamber 234 ofthe first valve bore 314 and the pneumatic source 44 via the air line209 and the solenoid arrangement 308, a third port 354 in pneumaticcommunication with the fifth chamber 348 of the second valve bore 318and the pneumatic source 44 via the air line 209 and the solenoidarrangement 308, a fourth port 356 in pneumatic communication with thefifth wheel coupling/decoupling arrangement 100 via the air line 210, asixth port or exhaust port 358 (FIG. 14) in pneumatic communication withthe second chamber 342 of the second valve bore 318, and a seventh orexhaust port 360 in pneumatic communication with the third chamber 344of the second valve bore 318. In the illustrated configuration andposition, the valve housing 312 further includes a first conduit 362providing pneumatic communication between the first chamber 326 of thefirst valve bore 314 and the first chamber 340 of the second valve bore318, a second conduit 364 providing pneumatic communication between thesecond chamber 328 and the fourth chamber 332 of the first valve bore314, a third conduit 366 providing pneumatic communication between thethird chamber 330 of the first valve bore 314 and the second chamber 342of the second valve bore 318, a fourth conduit 368 providing pneumaticcommunication between the fourth chamber 332 of the first valve bore 314and the third chamber 344 of the second valve bore 318, and a fifthconduit 370 providing fluid communication between the fourth chamber 332of the first valve bore 314 and the fourth chamber 346 of the secondvalve bore 318.

A first spring member 372 abuts the valve housing 312 and the first end322 of the first valve member 316, thereby biasing the first valvemember 316 in a direction 374. A second spring member 376 abuts thevalve housing 312 and the first end 336 of the second valve member 320,thereby biasing the second valve member 320 in a direction 378.

The solenoid arrangement 308 includes a first solenoid 380 and a secondsolenoid 382 that are in pneumatic communication with the pneumaticsource 44 via the air line 209, a T-fitting 384 and a pair of air lines386. The solenoids 380, 382 control air flow from the air lines 386 tocorresponding air lines 388 in pneumatic communication with the secondport 352 and the third port 354. It is noted that while a solenoidarrangement 308 is shown within the illustrated embodiment, other valvearrangements suitable for the application may also be utilized.

During vehicle operation, the solenoid 380 and the solenoid 382 are bothclosed such that air does not flow from the pneumatic source 44 to thefifth chamber 334 of the first valve bore 314 and the fifth chamber 348of the second valve bore 318, such that the first valve member 316 andthe second valve member remain in a first or closed position as shown inFIGS. 11 and 12. Once the vehicle is stopped and parked, the solenoids380, 382 are opened either by an affirmative step taken by the operator,such as an input via an activation switch (not shown), or automaticallywhen the operator performs a task such a setting the parking brake ofthe vehicle. Once the solenoids 380, 382 are opened, air pressure issupplied through the ports 352, 354 and into the fifth chamber 334 andthe fifth chamber 348. It is noted that in this state, the pneumaticpressure acting on the first end 332 of the first valve member 316 andthe first end 336 of the second valve member 320 plus the biasing forceof each of the springs 372, 376 on the valve members 316, 320,respectively, is greater than the force exerted on the second ends 324,338 of the valve members 316, 320 such that the valve members 316, 320do not move within the respective valve bores 314, 318. The fifth wheelcoupling/decoupling arrangement 100 is then automatically actuated byremoving the air pressure from within the supply air line 40. Removingthe air pressure from within the supply air line 40 may be accomplishedby the operator via a selection switch located within the cab assemblyof the truck 12, or automatically by disconnecting the glad hand 68 ofthe supply line 40 from the inlet arrangement 34. Once the air pressureis removed from within the first chamber 326 and the first chamber 340,the air pressure within the fifth chamber 334 and the fifth chamber 348overcomes the biasing force being exerted on the first valve member 316and the second valve member 320, respectively, such that the first valvemember 316 moves in a direction 390 and the second valve member 320moves in a direction 392. The first valve member moves in the direction390 until the fifth chamber 334 of the first valve bore 314pneumatically communicates with the third chamber 330 of the first valvebore 314 via the second conduit 364. The second valve member moves inthe direction 392 until the fifth chamber 348 of the second valve bore318 in in pneumatic communication with the fifth chamber 334 of thefirst valve bore 314 via the fifth conduit 370, the third chamber 330 ofthe first valve bore 314 is in pneumatic communication with the thirdchamber 344 of the second valve bore 318 via the third conduit 366, andthe third chamber 344 of the second valve bore 318 is in fluidcommunication with the fourth port 356, thereby allowing air to travelfrom the pneumatic source 44 to the fifth wheel coupler/decouplerarrangement 100 along an air path 393 and actuate the fifth wheelcoupler/decoupler arrangement 100. Alternatively, the fifth wheelcoupler/decoupler arrangement 100 may be replaced or supplemented witheither a landing gear arrangement and/or auxiliary lift axlearrangement, where the air traveling from the pneumatic source actuatesthe landing gear arrangement and/or auxiliary lift axle arrangement.Specifically, additional sensors configured to monitor systemsconfigurations and states, such as trailer weight, air spring pressure,trailer ride height, fifth wheel coupling/uncoupling status, and thelike, communicate with the controller arrangement 16, and automaticallydeploy and/or retract the landing gear assembly and/or auxiliary liftaxle assembly depending on the configuration and state of the system.For example, an auxiliary lift axle assembly may be automaticallyretracted when the glad hand 68 associated with the air line 40 isuncoupled from the electronic and pneumatic inlet arrangement 34, orwhen the fifth wheel assembly 22 is moved to an uncoupled position, orwhen the operator actuates the auxiliary lift axle assembly via aselector switch located at the controller arrangement 16 or within thecab of the truck 12. In the latter example, the controller arrangement16 may be configured to allow retraction or deployment of the auxiliarylift axle assembly only subsequent to the glad hand 68 is uncoupled fromthe electronic and pneumatic inlet arrangement 34.

Subsequent to the fifth wheel uncoupling process, the solenoids 380, 382dump the air pressure within the fifth chamber 334 (FIGS. 15 and 16) ofthe first valve bore 314 and the fifth chamber 348 of the second valvebore 318, thereby allowing the biasing force of the spring member 372,376 to force the first valve member 316 and the second valve member 320in the directions 396, 398, respectively. The first valve member 316moves in the direction 396 until the second chamber 328 of the firstvalve bore 314 is in pneumatic communication with the fourth chamber 328of the first valve bore 314 via the second conduit 364, the fourthchamber 346 of the second valve bore 318 is in fluid communication withthe fourth chamber 328 of the first valve bore 314 via the fifth conduit370, the fourth chamber 328 of the first valve bore 314 is in fluidcommunication with the third chamber 344 of the second valve bore 318,and the third chamber 344 of the second valve bore 318 is in pneumaticcommunication with the fifth wheel coupler/decoupler arrangement 100 andthe exhaust port 360, thereby allowing a spring force within theassociated fifth wheel hitch plate assembly 22 to return the fifth wheelcoupler/decoupler arrangement 100 to an unactuated position and the airpressure within the fifth wheel coupler/decoupler arrangement 100 totravel along a path 399 and to pass through the fourth port 356 and theexhaust port 360.

The safety automatic component actuation arrangement 300 is furtherconfigured to prevent unintentional or accidental actuation of thecoupler/decoupler arrangement 100 by alerting the operator of potentialdamage of one of the solenoids 380, 382. Failure of either of thesolenoids 380, 382 may be detected by the operator when pressure isremoved from within the supply air line 40 either via a switch input orwhen the glad hand 64 is disconnected from the input arrangement 34 aspreviously described. By way of example, when the operator disconnectsthe glad hand 64 from the input arrangement 34, a failure of the firstsolenoid 380 allows air to travel past the first solenoid and into thefifth chamber 334 via the second port 352, thereby forcing the firstvalve member 316 in a direction 400. The first valve member 316 travelsin the direction 400 until the fifth chamber 334 of the first valve bore314 is in pneumatic communication with the fourth chamber 346 of thesecond valve bore 318 via the fifth conduit 370 and the third chamber330 of the first valve bore 314 via the second conduit 364, the thirdchamber 330 of the first valve bore 314 is in fluid communication withthe second chamber 342 of the second valve bore 318 via the thirdconduit 366, and the second chamber 342 of the second valve bore 318 isin fluid communication with exhaust port 358, such that air received bythe second port 352 travels along an air path 401 and exits the exhaustport 358. Air exiting the exhaust port 358 provides an audible “hissing”noise, thereby alerting the operator to potential damage or faultyoperation of one of the solenoids 380, 382.

A similar audible noise alert is also provided if the second solenoid382 fails, thereby allowing air to pass by the second solenoid 382 andto the fifth chamber 348 of the second valve bore 318. Specifically,when the operator disconnects the glad hand 64 from the inputarrangement 34, a failure of the second solenoid 382 allows air pressureto travel past the second solenoid 382 and into the fifth chamber 348via the third port 354, thereby forcing the second valve member 320 in adirection 404 (FIGS. 19 and 20). The second valve member 382 travels inthe direction 404 until the fifth chamber 348 of the second valve bore318 is in fluid communication with the fourth chamber 332 of the firstvalve bore 314 via the fifth conduit 370, the fourth chamber 332 of thefirst valve bore 314 is in fluid communication with the second chamber328 of the first valve bore 314 via the second conduit 364 and thefourth chamber 346 of the second valve bore 318 via the fourth conduit368, and the fourth chamber 346 of the second valve bore 318 is in fluidcommunication with the exhaust port 360, such that air received by thethird port 354 travels along an air path 405 and exits the exhaust port360. Air exiting the exhaust port 360 provides an audible “hissing”noise, thereby alerting the operator to potential damage or faultyoperation of one of the solenoids 380, 382.

In another alternative embodiment, the unit 16 may also be operablycoupled with the fifth wheel sensor arrangement or assembly 94 (FIG. 4)so as to provide a separate audible or visual warning to the operatorwarning of an unsafe coupling state. Specifically, a T-fitting 420 (FIG.2) may be located along the length of the supply air line 40 to supplyair to a pressure switch 412, which is in turn in electroniccommunication with the fifth wheel sensor arrangement or assembly 94 asdescribed in Schutt et al., U.S. Pat. No. 7,548,155. As previouslydescribed, the fifth wheel sensor arrangement 94 is in communicationwith the logic circuit 82, which is in turn capable of providing anelectronic output 96. In the present example, the electronic output maybe used to provide either an audible or visual warning to the driver.Specifically, the logic circuit 82 receives a signal from the pressureswitch 412 indicating that the pneumatic pressure has been supplied tothe supply air line 40, and then determines whether a proper couplingarrangement has been met via the signal received from the fifth wheelsensor arrangement 94. If a proper coupling arrangement has not beenmet, the logic circuit 82 provides the electronic output 94 that is thenutilized to power an audible and/or visual warning to the driverindicating an improper or hazardous coupling state.

The various embodiments of the storage and control arrangements assistin ensuring that electrical and pneumatic lines connecting a tractortruck to a trailer are not sheared or accidentally damaged whileuncoupling the trailer from the truck. The storage and controlarrangement also provides feedback to an operator regarding the statusof the coupling of the lines to the overall unit, as well as the statusof the relative arrangement of associated kingpin and fifth wheel hitchassemblies, thereby increasing operational safety and decreasing thelikelihood of injury to the operator and damage to the truck andtrailer. The system disclosed further provides for the automaticcoupling/decoupling of an associated fifth wheel hitch arrangement upondisconnect of pneumatic lines from the trailer. The system disclosedherein further increases the operational safety by providing feedback tothe operator alerting the operator to potential system damage. Theconfiguration of the storage and control arrangement allows use on newvehicle builds, as well as easy and inexpensive adaption in retrofittingnearly any truck platform. The storage and control arrangement isefficient in use, capable of a long operating life, and is particularlywell adapted for the proposed use.

In the foregoing description, it will be readily appreciated by thoseskilled in the art that modifications may be made to the inventionwithout departing from the concepts disclosed herein. Such modificationsare to be considered as included in the following claims, unless theseclaims by their language expressly state otherwise.

1. A storage arrangement for lines from a tractor truck to a trailerincluding at least one of an electrical line, a first pneumatic line,and a second pneumatic line, the storage arrangement comprising: ahousing member configured to be secured to the truck external to a cabof the truck; a first receiver connected to the housing and configuredto couple to a select one of the electrical line, the first pneumaticline and the second pneumatic line; and a control arrangement operablycoupled to the first receiver such that upon coupling of the select oneof the first pneumatic line and the second pneumatic line with the firstreceiver the control arrangement activates a status indicator thatprovides the operator with an indication of a coupling status of theselect one of the electrical line, the first pneumatic line and thesecond pneumatic line with the storage arrangement.
 2. The storagearrangement of claim 1, wherein the status indicator is visual.
 3. Thestorage arrangement of claim 1, further comprising: a second receiverconnected to the housing and configured to couple to a select one of theelectrical line, the first pneumatic line and the second pneumatic linenot configured to couple to the first receiver, and wherein the controlarrangement is operably coupled to the second receiver such that uponcoupling of the select two of the electrical line, the first pneumaticline and the second pneumatic line with the first receiver and thesecond receiver the control arrangement activates the status indicatorwith an indication of a coupling status of the select two of theelectrical line, the first pneumatic line and the second pneumatic linewith the storage arrangement.
 4. The storage arrangement of claim 3,wherein the status indicator is visual.
 5. The storage arrangement ofclaim 3, further comprising: a third receiver connected to the housingand configured to couple to a select one of the electrical line, thefirst pneumatic line and the second pneumatic line not configured tocouple to the first and second receivers, and wherein the controlarrangement is operably coupled to the third receiver such that uponcoupling of the electrical line, the first pneumatic line and the secondpneumatic line with the first receiver, the second receiver and thethird receiver the control arrangement activates the status indicatorwith an indication of a coupling status of the electrical line, thefirst pneumatic line and the second pneumatic line with the storagearrangement.
 6. The storage arrangement of claim 5, wherein the statusindicator is visual.
 7. The storage arrangement of claim 1, wherein thestatus indicator includes an illuminated image of a fifth wheel hitchplate.
 8. The storage arrangement of claim 1 further comprising: a firstsensor for sensing whether the select one of the first pneumatic lineand the second pneumatic line is coupled to the first receiver, thefirst sensor operably coupled with the control arrangement.
 9. Thestorage arrangement of claim 8, further comprising: a second sensor forsensing whether a select one of the electrical line, the first pneumaticline and the second pneumatic line is coupled to the second receiver,the first sensor operably coupled with the control arrangement.
 10. Thestorage arrangement of claim 9, wherein the second sensor is an opticalsensor.
 11. The storage arrangement of claim 8, wherein the first sensoris an optical sensor.
 12. The storage arrangement of claim 1, whereinthe control arrangement is an electrical control circuit.
 13. Thestorage arrangement of claim 1, wherein the control arrangement receiveselectrical power from the electrical line only.
 14. The storagearrangement of claim 1, further comprising: an actuator switchconfigured to be operably coupled to an actuator configured to unlock akingpin from a fifth wheel hitch plate assembly, wherein the actuatorswitch is disabled until at least a select one of the electrical line,the first pneumatic line and the second pneumatic line is coupled to thefirst receiver.
 15. The storage arrangement of claim 14, wherein theactuator switch is attached to the housing member.
 16. The storagearrangement of claim 1, further comprising: a light source attached tothe housing and configured to illuminate an area about the housing toassist an operator in inspecting a connection of the electrical line,the first pneumatic line and the second pneumatic line between the truckand the trailer.
 17. The storage arrangement of claim 1, furthercomprising: a second status indicator for providing the operator with anindication of a coupling status of a kingpin of the trailer with a fifthwheel hitch plate assembly of the truck.
 18. The storage arrangement ofclaim 17, wherein the second status indicator is visual.
 19. The storagearrangement of claim 18, wherein the second status indicator includes anilluminated image of a fifth wheel hitch plate.
 20. The storagearrangement of claim 17, wherein the control arrangement is operablycoupled to at least one sensor adapted to sense the location of thekingpin relative to the fifth wheel hitch plate assembly.